The Triumph TR6 was the ultimate incarnation of the chassis-based Triumph TR series that had begun with the TR2 in 1953. It ran from late 1968 to 1976, just under 95,000 were built, with 91% exported, mainly of course, to the US.
Many saw the TR6 as the last of a breed of hairy-chested British sports cars, and as the only appropriate replacement for the Austin Healey 3000, which had ceased production in 1968. Under the skin, the TR6 is essentially a TR5 PI. The 2.5 litre six-cylinder engine actually traces its roots back to the 803cc 4 cylinder Standard Eight engine, but you would never know from enjoying its sweet-revving exuberance, or its very musical exhaust note. The Lucas Fuel Injection system was configured purely for power, and the TR6’s original 150 bhp was considered to be quite something for a pushrod 2.5 litre in 1969 - it more than matched the output of the 3 litre unit in the last Big Healey. Even the relatively mild European emissions regulations led to a power drop to 124 bhp in 1973, while Americans had to make do with an even more strangled version with twin Stromberg carburettors.
Modern day Triumph experts know how to get the best out of this engine. The semi-trailing independent rear suspension of the TR6, with cast aluminium arms, is similar to that introduced for the TR4A. Its natural tendency to squat under power adds considerably to the sensation of jack-rabbit acceleration from standstill. Standard Triumph were looking for a quick refresh of the 1961 Michelotti style of the TR4/5, and gave the complete TR6 style and tooling contract to Karmann in Germany. The result is considered to be one of the most ingenious and successful of facelifts, keeping only the centre section and doors of the original body. Now all that tooling is in the tender care of British Motor Heritage, who are therefore able to supply body panels or complete bodyshells for restoring these brawny classic sports cars.
The TR6 continued the TR tradition of having an overdrive option - something Triumph sometimes made great use of in competition to give close ratios yet retain a wide gearing range. On the TR6, which had six ratios, including overdrive third, the gearing in 4th went up from 21.2 mph/1000 rpm to 26.6 mph/1000 rpm in overdrive. Or to put it another way, at 100 mph, engaging overdrive dropped the revs from 4700 to 3760. The later 1974-76 models had the overdrive switch conveniently set into the top of the gear lever.
source: http://www.bmh-ltd.com/tr6.htm
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